ERA22LA235

The pilot reported that preflight and ground operations were normal for the cross-country flight and all fuel tanks were filled to capacity. Several minutes after departure, at 5,800 ft mean sea level, the left engine lost power. He initiated the emergency checklist procedures and informed air traffic control. He requested right turns only and a return to the departure airport. Shortly thereafter, the right engine lost power. He attempted to change to the auxiliary fuel tanks; however, there was no response from the engines. He was unable to glide to an airport, so he maintained best glide speed and performed a forced landing with the landing gear retracted to a nearby farm field. After touchdown, the airplane collided with a barbed-wire fence and came to a stop in an open farm pasture. A postaccident fire ensued, which consumed the outboard and center sections of the left wing. An examination of the wreckage revealed no evidence of a fuel system malfunction or anomaly. Although the left-side fuel system was heavily damaged by the postaccident fire, the remaining components operated normally, and all fuel lines and filters were unobstructed. Fuel that was recovered was tested for possible contamination (misfueling) with Jet A; no Jet A was found in the fuel system. Examination of both engines revealed no malfunctions or anomalies that would have precluded normal operation. The reason for the loss of engine power on both engines was not determined.

On May 22, 2022, about 1952 central daylight time, a Cessna 310R airplane, N310DC, was substantially damaged when it was involved in an accident near Caryville, Florida. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that preflight and ground operations were routine and normal. The day before the accident, the airplane’s fuel tanks were serviced with 47 gallons of fuel to the full capacity of 160 gallons. He departed from Northwest Florida Beaches International Airport (ECP), Panama City, Florida about 1929 with a destination of Gwinnett County Airport (LZU), Lawrenceville, Georgia. After departure, at 5,800 ft mean sea level, the left engine lost power. He initiated the emergency checklist procedures and informed air traffic control. He requested right turns only and a return to ECP. Shortly thereafter, the right engine lost power. He attempted to change to the auxiliary fuel tanks; however, there was no response from the engines. He was unable to glide to an airport, so he maintained best glide speed and performed a forced landing with the landing gear retracted to a nearby farm field. After touchdown, the airplane collided with a barbed-wire fence and came to a stop in an open farm pasture. A postcrash fire ensued, which consumed the outboard and center sections of the left wing. The pilot egressed the airplane and was met by first responders. The wreckage was recovered to a storage facility where an examination of the wreckage was performed. The right, main (tip) fuel tank was breached from ground impact and contained organic debris that was consistent with the ground around the accident site. No residual fuel was found in the tip tank. The right auxiliary tank, mounted in the right wing, contained fuel and was filled to near capacity. The fuel from the auxiliary tank was recovered; it was clean and light blue in color and contained no particulates. A small amount of water (about one teaspoon) was observed in the drained fuel. The right auxiliary fuel pump and the right transfer pump were tested; they pumped normally when powered with an electric source. All right-wing fuel lines, valves, and filters were examined for contamination and obstructions; none were found. The left-side aircraft fuel system was extensively damaged from the postaccident fire. The left, main (tip) fuel tank was destroyed by fire and no residual fuel remained. The left auxiliary tank, mounted in the left wing, contained a combination of fuel, water, and debris; it was breached during the ground impact and postaccident fire and was exposed to the elements. The fuel from the auxiliary tank was not quantified due to the damage. The left auxiliary fuel pump and the left transfer pump were not tested due to the postaccident fire damage. All surviving left-wing fuel lines, valves, and filters were examined for contamination and obstructions; none were found. Both engines wereexamined. Internal valve train continuity was confirmed on both engines. All top spark plugs were removed; all plugs were normal in color and wear when compared to a spark plug inspection chart. Suction and compression were observed on all cylinders when the engine crankshafts were manually rotated. Both engine-driven fuel pumps rotated freely and both pump drives were intact. All cylinder fuel injectors were removed and examined; they were clear and free of contaminants or debris. All magnetos produced spark on all leads. Residual fuel was noted inside both engine fuel distribution valves. All fuel lines on both engines were unobstructed. A lighted borescope was used to examine the inside of all 12 cylinders; the cylinder walls, piston heads, and valves were undamaged and exhibited minimal wear. Both propeller assemblies were examined. There was an absence of s-bending and twisting of the blades; however, both sets of blades exhibited leading edge polishing and chordwise scratching of the blade surfaces. Samples of fuel from the right and left auxiliary fuel tanks were tested in a laboratory for the possibility of contamination with Jet A fuel; no Jet A was found in the samples.